Fabrik-deutz



(No Model.)

N. A; OTTO. GAS 0R OIL MOTOR ENGINE.

No. 433,813. P tented Aug.5,1890l.

UNITED STATES PATENT Orrlcnj NIOOLAUS AUGUST OTTO, OF COLOGNE, ASSIGNORTO THE GAS-MOTOREN- FABRIK-DEUTZ, OF KOLN-DEUTZ, GERMANY.

GAS OR OIL MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 433,813, dated August5, 1890.

PI-lication filed May 22, 1890. Serial No. 352,749. (No model.) Patentedin Belgium May 2, 1890, No. 90,400, and in Italy May 28, 1890, LII, .90.

To all whom it may concern:

Be it known that I, NICOLAUS AUGUST OTTO, a citizen of Prussia, residingat Cologne, in the German Empire, have invented new and use- 5 fulImprovements in Gas or Oil Motor Engines, (for which I have obtainedpatent in Belgium, dated May 2, 1890, No. 90,400, and in Italy dated May28, 1890, Vol. LII, 490,) of which the following is a specification.

This invention consists in a method of obtaining in four'stroke-cyclegas or oil motor engines a higher degree of uniformity of action bycausing the igniting device of the engine-cylinder to be put out ofaction dur- I 5 ing one or more working-strokes, so that the explosivecharge drawn in cannot be ignited,,

but is successively compressed and allowed to expand again in thecylinder until the regulating mechanism puts the igniting appa- 2o ratusinto action again, so that at the end of the next followingcompressing-stroke the explosive charge will be ignited.

I will describe, by way of example, a construction of engine forcarrying out the above described method of operating, referring to theaccompanying drawings, in which Figure 1 shows a side view of agas-motor engine with the igniting apparatus in section. Fig. 2 shows anindicator diagram, and Fig. 3, a diagram of the engines action, thearrows 1 2 3 at indicating, respectively, the suction or chargingstroke, the compressingstroke, the working-stroke, and theexpellingstroke. The engine-shaft carries a crank or eccentric a, theconnecting-rod b of which actuates a bell-crank lever 1', whose verticalarm imparts motion by means of a link It to the slide of an inertiagovernor a", while the horizontal arm has pivoted to it a catch-rod c.The end of the governor-arm engages, at the normal speed of the engine,with a notch on the stem of a piston Z, having a circular groove on andbeing capable of working backward and forward in the cylindrical casingof the igniting apparatus. The piston is acted on by a spring at itsinner end, tending to keep it in the forward position, in which thegroove in does not communicate with the opening leading to theheatedigniting-tube, nor with a second opening leading to the cylinder, thisbeing the position shown on the drawings. hen, however, the piston Z ispushed backward by the forward motion of the governor 1', the groove mis made to establish the communication between the cylinder and theigniting-tube .2, whereby the ignition of the explosive charge iseffected.

The catch-rod c on the lever i is held out of gear with the notched endof the dischargevalve stem d by a spring 6, and it 1s connected by alink a with the rod of a piston h, (or 1t might be a flexiblediaphragm,) the cylindrical casing of which communicates, by aconnecting-passage 0; with the interior of the cylinder as soon as theengine-p1ston 1n the course of its outstroke passes beyond the point 0.This position is indicated by theline w an on the indicator diagram atF1g. 2. \Vhen during such outstroke the pressure 111 the cylinder A isabove that of the atmosphere, the piston h will be forced forward bysuch pressure at the time above mentioned, and will bring the catch-rodein llne with the discharge-valve stem d, so that when, by the motion ofthe crank ot, the lever t' is made to raise the catch-rod cit will forceopen the discharge-Valve f against the action of 1ts spring, so as toallow the products of combustion to escape. I

Referring to the work diagram, Fig. 3, the action of the machine isasfollows: On the suction or charging stroke ofthe engine-piston anexplosive charge will enter the cylinder through the mixing-valvepofknown con- 3 struction. The piston when arrived at the point x at willopen the communicatlon wlth the casin g of piston h; but the partialvacuum then existing in the cylinderAwill not affect the position ofpiston h, and the catch-rod c Will remain out of line with thevalve-stem d, so that at the return-stroke, when the catch-rod will beraised, it will fail to open the dischargevalve and the explosive chargewill consequently be compressed. Toward the end of suchcompressing-stroke the rod of the in rtia governor 1' will have pushedback the piston Z so far against the action of its spring that whenarrived at the dead-center the groove m will establish the communicationbetween the c'ylinderA and the igniting-tube .2, so as to effect theignition of the compressed charge. The engine-piston being thereuponmade to perform its working-outstroke, it will again establish thecommunication with the piston h through passage 0 when it passes thepoint 00 cc, Fig. 2, so that the pressure then existing in the cylinderA being communicated to piston h this will push catch-rode in line withthe valve-stem d, and consequently when 0 rises at the commencement ofthe return expelling-stroke it will force valve f open and keep it openduring the stroke, so as to allow the combustion-gases to escape. At theend of the expelling-stroke the catch-rod c in descending is freed fromthe notch of (Z and can then be drawn back into the position shown bythe spring 6, at the same time moving the piston it into its backwardposition again. The above-described action will be repeated at eachcycle of four strokes.

It will be seen from the above that the catchrod 0 will only be broughtin gear with the discharge-valve stem (1 when the ignition of a chargehas been effected, and this will take place as Well with a perfectignition as with an imperfect ignition of the charge (see diagram q,Fig. 2) if the communication 0 is effected atthe point as shown. If,now, owing to the engine running too fast, the rod of the inertiagovernor '1" fails to push back the piston Z, so that no communicationis established between the cylinder A and the igniting-tube z, andconsequently the compressed charge is not ignited, then on the followingoutstroke the charge will expand again, and as, by the time the pistonhas arrived at the point m, where it establishes the communicationthrough 0 with the piston h, the pressure is not sufficient to causethis to overcome the pull of the spring 6 the catch-rod 0 will remaindrawn back and the discharge-valve will remain closed during thefollowing instroke, and the en gin e-piston Willconsequen tly continueto alternately compress and expand the explosive charge in the cylinderuntil the speed has become sufficiently reduced to cause the inertiagovernor to act on the piston lagain, so as to ignite such charge at theend of a compression-instrokc, and thus at once eifect aworking-outstroke again.

In the arrangement shown on the drawings, the regulation is effected byan inertia governor and the ignition by a heated ignitingtube; but itwill be readily understood that any other suitable modes of regulationand of ignition may be employed in carrying out the above-describedinvention.

The starting of the engineis effected by the aid of the cock I-I,through which, on starting, a portion of the charge drawn in isdischarged again into the escape-flue, until, 011 attaining the correctproportions of gas and air, the charges become ignited, whereupon thecock II is closed again.

I do not herein claim the apparatus shown and described, as such isclaimed in my application filed May 22, 1890, Serial No. 352,750.

Having thus described the nature of my invention and the best means Iknow for carrying the same into practical effect,I claim- Infour-stroke-cycle gas or oil motor engines, the method of regulatingwhereby explosive mixture continues to be drawn into the cylinder whenthe engine is running too fast, but is prevented from being ignited, sothat the charge is retained in an unexploded c011- dition in thecylinder and is alternately compressed and expanded by the successivestrokes of the piston until the speed is sufficiently reduced to causethe charge to be fired by an igniting apparatus controlled by agovernor.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, this 2d day of May,

NICOLAUS' AUGUST OTTO.

Witnesses:

PET. LANGEN, WILH. SPIECKER.

